Safety train-stop mechanism



I. VV. BINGLEY.

SAIETY TRAIN STOP IVIECHANISIVI.

APPLICATION FILED HOV. 22. I9I G.

www@ Aug. m wz@ v netically ope ated stop-valve cuts JOHN W. BINGLEY,.OFWATERTOWN, NEW YORK.

SAFETY TRAIN-savor MECHANISM.

air-brakes if the engineer runs past a signal,

15 which is set against him.

The application is caused by a magnetically operated vent-valve whichvents air from the equalizing reservoir on the engineers brake valve.'At the same time a magoif the vmain reservoir, so that this cannot feedthe train-pipe, whatever' may be the position of theengineersbrake-valve. Both the vent and the stop valves are actuated byan electromagnet relay, which is brought into action "by a track-trip ofthe inductive type. This lastconsists essentially of afixedelectromagneten the track, givied 'according to the position of thecorresjponding signal, and an inductive coil onthe "i .train and carriedthereby through the {ield of-'the fixed track magnet. `The currentinduced in the inductive coil actuatcs the relay.

il illustrate a preferred form of the invention in the accompanyingdrawings, in

- which the various ,valv'e mechanisms are ili flustrated in /sectionand the pipe vand electrical connections are shown in diagram, as

are tlie'relay and the track trip.

40 f rllhe invention maybe applied to any usual l f type of automaticair brake system in which 'the brakes. are applied by a reduction intrain `pipe pressure. The engineers brake valve is provided with theusualcasing 1 and operating handle 2, which is connected in the usualmanner to the rotary valve 3.

The rotary valve has'the ordinary functions' corresponding to release,running, lap, service and emergency positions, but might have lto theatmosphere.

energized or denerl specification of Lenersratent. Patented Aui 10,1920, Application. filed November 22, 1916. Serial No. 132,871.

' more or fewer positions so i'ar as the present 50 invention isconcerned, for the rotary valve takes no part in, and cannot affect theaction. ot the safety stop mechanism.

The casing 1 is provided with the usual pipe connections. The niainreservoir connection is shown at 1l, the feed-valve connection at 5, thetrain-pipe connection at 6, and the equalizing reservoir connection at7. The main air-pipe, leading from the main reservoir (not shown) isillustrated at 8: 60 and 9 is the pressure reducing feed valve,interposed between the main air pipe 8 and the feed pipe 10. f Theequalizing reservoir is shown at 11. vrfhe duplex pressure-gage 12 isconnected by the pipes 13 and 14 to the 65 equalizing reservoir 11 andmain air pipe 8, respectively.

The equalizing reservoir 11 is'connected to the equalizing chamber 15,above the equalizing piston 16, which is subject en its lower side totrain-pipe pressure. The piston 16 operates the equalizing dischargevalve 17, which controls an exhaust or discharge port 18, leading fromthe train-pipe The pressure in the chamber 15 is controlled by the valve3, by its coaction with a port 19 in the Iseat of said v valve. All theparts so far described are of familiar construction, and operatein `theusual manner, service applications being 30 made by reducing thepressure 1n the cham- Y ber 15, which causes the piston 16 to rise andopen valve 17 to vent train-pipe pressure. The valve 17 again closeswhen the train-pipev pressure has fallen slightly be- 5 low the reducedpressure in the equalizing chamber. f l

4lVIy'improved safety'stop mechanism opvcrates to apply the brakes byreducing the pressure inthe equalizing chamber and for this. purpose lmake use of a vent valve 20 mounted on a branch pipe 21. The valve 2()is held closed by the pressure in the equalizing chamber and also by aspring 22. It may be forced open by a sliding armature 23, which isdrawn down by a surrounding electro-magnet 24 when the latter isenergized. l

if, however, the engineers valve should be at release or runningposition, air from the main reservoir would be :fed to the train pipe,either directly or through the -feed 5 valve 9, and this would overcomethe vent-- ing action of theequalizing discharge valve and prevent aproper application ofthe brakes. To prevent this I make use of a stopvalve laced in the main air pipe-in advance of t e feed valveconnection, so that when the stop-valve is closed no air can feed to theengineers valve -either directly or through the feed valve. The actionof this stop Valve. is controlled by a magnet in circuit withv themagnet 24. l

The lcasing yof the stop valve is shown at 25, and the valve proper at26. .The stem 27 of the valve 26 carries a piston 28, working in thecylinder 29 which has a vent port 30 serving to release any pressurewhich may exist beneath the piston. The valve 26 is normally held upofi' its seat by the coiled spring 31,and may be forced up off its seatand held by the threaded rod `32, in

device inoperative. Pressure from the main air pipe 8 may be admittedabove the piston 28 by a valve 33. This is mounted in a branch pipe 34,`which connects with the 30 valve' 33 is held against .its seat by themain air pressure and also. by a spring 35. It may be forced open by asliding armature 36 when the latter is drawn `down by an electromagnet,37.

The magnets 24 and 37 are connected in series with each other, andreceive current from any suitable source 38 under .the control of arelay switch. A manually operated switch 39 is interposed in thecircuit, and preferably is so located as to be inaccessible except whenthe train is at rest, so that the engineer cannot release the brakesuntil thel train has stopped.

The relay switchincludes an electromagnet 40 connected in circuit withthe magnets 24A and 37, and apivoted switch arm 41 coacting with acontact 42. The arm 41 is urged in circuit closing direction by a spring.43 (a weight may be used if preferred) and whenA the magnet 40 isenergized is held in circuit closing position by this magnet.

vVl/he'n the arm 41 contacts with the contactv 42 the' windings of themagnet 40 are placed '55 in 'circuit with the windings of the magnets 24and 37. The arm 4l is, howe'ver,ynor. mally held-in circuit breakingposition b an electromagnet 4,4 connected in a' secon ary circuit whichincludes a battery or other source of current 45, and inductive windings46 having iron cores47.. Theinductive windings 46 and their cores`47varle mounted-on the train so as to be carried by it past and closeto an electro-ma net 48 fixed beside the track and adapte to be case itis desired to render this part of the' pipe 8 in advance of the valve26. The' 'energized so as tol produce a strong magl netic field Wheneveran associated'signal is set against the passage ofthe train. The form ofthis electro-magnet is not material and types are now familiar, one ofwhich operates on open and another on closed circuit, the latter beingusually preferable because a derangement of the circuit causesl stoppingof the train. TheJ drawing may represent either. f

For open circuit operation 48 would be the soft iron core 'of anordinary electro-mag5 net whose windings 50 would be in circuit with abattery 49, the circuit being closed by thesignal when the latter is settostop position, by mea-ns of any suitable switch (not shown);.

For closed circuit operation 48 would be a permanent magnet lwith soft.iron pole pieces carrying the windings 50. The windings 50 would be incircuit with battery 49, the circuit being opened by the signal by anysuitable switch (not shown) when, the signal is set to stop position. Inall clear positions ofthe signal the circuit would be closed so that thefield created by the windings 50 would neutralize the permanent field othe permanent magnet. i z

It is to be noted that both devices are essentially electro-magnets, andin each case 95 I consider such electro-magnet tobe enery .gizedw'hen aneffective field is created and lef'" ergized Iwhen the effective fieldis de.- stroyed. I use the terms in the present description and `claimsin this sense, such use being warranted 'by the admitted functionalequivalence of the two devices. v In either case, when the signal isclear the magnet 48 is denergizedorcreates no field and the train maypass it Without efl1015 /fect upon the stop mechanism. When the signalis set against the engineer the magnet 48 is energized or lcreates alfield. The inductive effect of this field on the windings 46 when thelatter are moyed through the field by the motion of the train produces acurrent which `momentarily-overpowers the battery 45 andi thus momentanri'ly denergizes the magnet 44. This releases the arm 41which'movesiunder the infiuence of thespring 43 to close the circuitthrough the arm 41 -and contact 42j, battery .38.,and the magnets"24, 37and 40., The' magnet 40 then holds this circuit closed by attracting thevv,switch arm 41. This allows 120 `the magnets24'and 37 to open theirlrespective valvesl and hold thein open continu ously." -As a result,lsince valve 20 has a greater capacity than gort' 19,'the equalizln'greservoir is vente The 'valve 26 is simultaneously closed.. A fullservice ap plicationresults. The brake cannot be rel leased until theswitch 39 is opened. The Vopening of thisswitch permits magnet ,4 4 torestore the switch 41 toits running posi- 130 55 f. nected in circuitwith the vent and stop valve mechanisms to actuate the same simul-`tion, after which the switch 39 is again closedand the device is againin running condition. The leakage around the piston 2'8 is purposelymade sufficient to permit a relatively prompt opening of the valve 26,and pressure in chamber will be restored through port 19, that being anormal function of this port in release and running positions.

While the embodiment ofthe invention illustrated in the drawings ispreferred, changes are possible within the scope of my invention. "orexample while the magnets "Q4/'and ,37 are normally in open circuit andapply the brakes when such circuit is closed, it 4is well understood bythose skilled in the art that this action may be reversed by a suitablechange in the magnet valves, relay switch and connections, so that thedevice would normally be in closed circuit and apply the brakes when thecircuit is opened. Obviously throughout the electrical part of y theequipment since there are only two brake conditions for the automaticmechanism, 1,

normal running, and 2,' automatic stop,V

either may be made to depend upon an open and the other upon a closed.circuit condi tion at any desired point in the electrical mechanism by aproper coordination of the elements of the device. Such alternativearrangements as well as minor mechanical y variations fall Within thescope of the vin- .etl

railway brake system, having a main reservoir and an-equalizingdischarge chamber,

of an electro-magnetic vent valve vfor releasing air from said chamber;an electromagnetically controlled stop valve for cutting oil the supplyof air from the main reservoir to the system; a relay switchcontaneously; an electro-magnet on the track capable of being energizedor denergized; and electric means carried by the train, connected withthe relay switch and adapted to operate said switch or to leave it inertaccording to the magnetic condition of said electro-magnet.

3. The combination with an automatic railway brake system, having a mainreservoir and an equalizing discharge chamber, of an electro-magneticvent valve for releasing air from said chamber; an electroemag- Vnetically controlled stop valve for cutting ofi the supply'of air fromthe main reservoir to the system; -a relay switch connected in i circuitwith the vent and stop valve mecha' nisms to actuate the samesimultaneously; a ixed electro-magnet on the track capable of beingenergized or denergized; and inductive windings on the trainelectrically cbnnected to said relay switch and \movable 14. Thecombination oflan automatic railway brake system having a main reservoirand an equalizing discharge chamber; electro-magnetically operable valvemeans for venting air from said equalizing chamber and for cutting offthe supply of air from said main reservoir to the supply; a currentsource, a switch, and a magnet in circuit with said electro-magneticallyoperable valve means, said magnet when energized by the closing ofthe'aswitch, serving to hold said switch closed; means exerting aconstant closinggtendencyon said switch; a second,` constantly closedcircuit including inductive windings, a` current source and anelectro-magnet, the last named magnet normally holding said switch open,all the parts so far named being mounted on the train; and

a fixed electro-magnet on the track capable of being energized toproduce a lield through which said inductive windings are moved b thetravel of the train, the inductive wint ings being so arranged that theinduced cui'- rent overpowers the current source and thus denergizes theswitch holding magnet in circuit with such windings.

The combination ot' an automatic railway brake system having a mainreservoir and an equ'aliaing discharge chamber; electro-magneticallyoperable valve means for venting air from, said equalizin chamber andfor cutting oil' the supply o air from said main reservoir to thesupply; a current source, a switch, and a magnet in circuit with saidelectro-magnetically operable valve means, said magnet when energized bythe closing of the switch, serving to hold said switch closed; meansexerting a constant closing tendencyon"said switch; a second,

constantly closed circuit including inductive windings, acurrent'i'seurceA and an electromagnet, the last nainjed magnet normallyholding said switch open, all the parts so far named being mounted onthe train; a fixed electro-magnet on thetrack capable of being energizedto produce field through which said inductive windings ,are moved by thetravel of the trein, the inductive windings being so arranged that theinduced current over-powers the current source and thus denergizes theswitch holding magnet in circuit with such windings; and a no1-- mellyinaccessible manually operable switch interposed Iin circuit with saidelectro-mag netically operable valve means to permit restoration of saidswitch to normal position after actuation. 10

In testimony whereof I have signed my name to this specification.

JOHN W. BINGLEY.

